System and method for automated cross-dock operations

ABSTRACT

Disclosed herein is an automated cross-dock management system configured to optimize moves on a cross-dock. The automated cross-dock management system uses inbound manifest data to calculate ordered move instructions for all inbound movable platforms, inbound modular decks, and inbound freight. The ordered move instructions can be assigned to be carried out by manual conveyance vehicles or by automated guided vehicles based upon a plurality of criteria. The automated cross-dock management system is also able to detect damaged freight on the cross-dock using a combination of streams from video cameras.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present applications claims priority to U.S. Provisional ApplicationSer. No. 62/415,054, filed Oct. 31, 2016, the entire content of which ishereby incorporated by reference in its entirety.

TECHNICAL FIELD

The present invention relates to the field of freight, shipping, anddock management; more particularly, to an automated cross-dockmanagement system, method, and/or apparatus; even more particularly, toan optimized and automated cross-dock management system, method, and/orapparatus for use with less-than-truckload carriers.

BACKGROUND

Within the shipping industry exists a segment of transportation thatfocuses on less-than-truckload (LTL) freight loads, which can vary froma single item to a nearly full truckload. To transport freightoriginating from a common origin destined for multiple locations aroundthe country or region, LTL carriers often employ a hub-and-spoke networkof terminals.

Once freight is picked up, it is brought back to a facility where it istransferred across a dock (a process commonly referred to as“cross-docking”). This process typically involves manually unloading theload (or portion thereof) from one trailer and loading it onto another.An system for improving cross-dock operations is described in U.S. Pat.No. 9,367,827, issued Jun. 14, 2016, the entire content of which ishereby incorporated by reference in its entirety.

In recent years, there have been many improvements in warehouseoperations. Specifically, large e-commerce retailers and shippingservices have begun to use automated guided vehicles (AGVs) to movefreight around warehouses. Typically, these AGVs are lower-cost devicesthat are designed to move freight placed upon them from a first locationto a second location in the warehouse. These AGVs use a simplenavigation method using markers and have basic collision sensors toavoid bumping into other AGVs.

However, these AGVs are typically not suited for cross-dock operations,especially in an LTL environment. First, in a cross-dock operation, anAGV may need to convey an entire movable platform (MP) which can weighup to 24,000 pounds (or more). AGVs currently being used in mostwarehouses can typically only convey a few hundred pounds at most.Further, most current AGVs can only move in a grid-like pattern whereascross-dock operations require much more advanced collision avoidancesystems because manual workers may also be present.

Additionally, as will be described later, the AGVs may need to perform avariety of functions such as moving MPs, moving decks, and/or movingindividual pieces of freight. Current AGVs and cross-dock systems arenot equipped to handle and/or calculate these types of moves. What isneeded is a cross-dock management system capable of effectively usingAGVs to supplement or entirely replace manual moves in a cross-dockenvironment. Such a cross-dock system must be highly adaptable to handleexceptions, such as AGV recharging or maintenance, and should enablecross-dock operations to be extended to operate 24 hours a day, sevendays a week

SUMMARY

The present invention provides an automated cross-dock management systemconfigured to optimize moves on a cross-dock. The automated cross-dockmanagement system uses inbound manifest data to calculate ordered moveinstructions for all inbound movable platforms, inbound modular decks,and inbound freight. The ordered move instructions can be assigned to becarried out by manual conveyance vehicles or by AGVs based upon aplurality of criteria. The automated cross-dock management system isalso able to detect damaged freight on the cross-dock using acombination of video streams from video cameras.

DESCRIPTION OF THE DRAWINGS

These and other advantages of the present invention will be readilyunderstood with the reference to the following specifications andattached drawings wherein:

FIG. 1 depicts a perspective view of a typical dock currently used byLTL carriers.

FIG. 2A depicts an optimized dock according to a first aspect of thepresent invention.

FIG. 2B depicts another optimized dock according to a second aspect ofthe present invention.

FIGS. 3A and 3B depicts a movable platform with decks divided intosections and subsections using identifiers.

FIG. 4 depicts a system diagram showing the hardware and resourcesemployed during operation of the optimized dock of FIGS. 2A and 2B.

FIG. 5 depicts a sample instruction screen used by a worker to execute amove instruction.

FIG. 6 depicts a flowchart showing the steps used in unloading andloading a movable platform.

FIG. 7A depicts a flowchart showing the steps used to move a deck usinga pair of AGVs.

FIG. 7B depicts a flowchart showing the steps used to move a deck usinga single AGV.

FIG. 8 depicts a flowchart showing the steps used to execute freightinstructions.

FIG. 9 depicts a flowchart showing the steps used to determine movementinstructions for the movement database using input data.

FIG. 10 depicts the dock of FIG. 1 configured to be used with movableplatforms.

FIG. 11 depicts a shared optimized dock in accordance with the presentinvention.

FIG. 12 depicts a flowchart showing the steps used when two or moreshippers share the same optimized dock.

DETAILED DESCRIPTION

Preferred embodiments of the present invention will be described hereinbelow with reference to the accompanying drawings. In the followingdescription, well-known functions or constructions are not described indetail because they may obscure the invention in unnecessary detail.While the present invention is generally directed to LTL operations foruse in the trucking industry, the teachings may be applied to othershipping industries, just as those by air, sea, and rail. Therefore, theteachings should not be constructed as being limited to only thetrucking industry. For this disclosure, the following terms anddefinitions shall apply:

As used herein, the word “exemplary” means “serving as an example,instance, or illustration.” The embodiments described herein are notlimiting, but rather are exemplary only. It should be understood thatthe described embodiments are not necessarily to be construed aspreferred or advantageous over other embodiments. Moreover, the terms“embodiments of the invention,” “embodiments,” or “invention” do notrequire that all embodiments of the invention include the discussedfeature, advantage, or mode of operation.

As noted above, LTL carriers typically transport freight originatingfrom a common origin destined to many different locations around thecountry via a system of terminals. Typically, once freight is picked up,the freight is brought back to a facility where it is transferred acrossa dock 102 (cross-docked), which involves unloading the freight from onetrailer and loading it onto another. Freight can move through one ormore terminals 100 (e.g., small terminals or distribution centers) in ahub-and-spoke network until the freight reaches its destination terminaland/or is delivered.

In this present invention, freight may be received at its origin via oneof several methods: loose pallets, boxes, cartons, crates, drums,barrels, or the like; by MP 204 with decks 336 (FIGS. 3A-3B), an 8′×8′(or similarly sized) platform used for double or triple stacking offreight on a MP 204 by which cargo consisting of loose pallets, boxes,cartons, crates or the like are stacked upon going to either a singledestination or multiple destinations; by single MP 204, MP 204 withoutdecks 336 as described in U.S. Pat. No. 9,367,827, issued Jun. 14, 2016(the entire content of which is herein incorporated by reference), bywhich decks 336 and cargo consisting of loose pallets, boxes, cartons,crates or the like are stacked upon going to either a single destinationor multiple destinations; or by multiple MPs 204 such as in a fulltruckload, rail container, ocean container, or the like consisting oftwo or more MPs 204 going to either a single destination or multipledestinations.

In some embodiments, freight having non-standard dimensions may becombined and/or placed in standardized containers having knowndimensions. Such standardized containers allow for easier moving of thefreight either by a manual move or AGV move. The standardized containersprimarily function to make the cargo “AGV-friendly” or “AGV-compatible.”

Referring first to FIG. 1, depicted is a typical terminal 100 used bycurrent LTL carriers. As shown, dock 102 is long and narrow. Typically,dock 102 is 60 feet in width or less. An inbound door 104 of dock 102 isused for unloading trailers 110 and a second (outbound) door 106 is usedfor loading trailers 110. Unloading is generally sequenced in a last in,first out (LIFO) process. Thus, pallets or parcels (freight 112) in thenose (front) of the trailer 110 that need to be unloaded must first havethe entire trailer 110 unloaded to provide access to the desired freight112. As a worker 108 cross-docks freight 112 from the inbound door 104to the outbound door 106, half of the time is typically spent withoutany load (i.e., empty carries), which wastes both time and money.Typically freight 112 is conveyed across dock 102 using a conveyancevehicle 114, such as a forklift. The conveyance vehicle, as referred toherein, may be manually operated, remotely operated, or completelyautonomous (AGV). Further, at least one load door is required for everyload point, but multiple doors may be necessary for multiple schedulesto the same load point. Since loading is generally sequenced from thenose to the rear, freight 112 is typically docked in a bay outside thedoor to allow for co-mingling of the freight 112 on the trailer 110 forthe optimum load. This practice creates congestion, wasteful re-handlingtime, and additional cost. Also, because dock 102 is long and narrow,the maneuverability of workers 108 using conveyance vehicles 114 isseverely limited, especially when there is a large quantity of freight112 on dock 102.

An optimized cross-dock management system 200 in accordance with a firstembodiment of the present invention transforms the process for movingLTL freight across the dock 202 by adding a novel combination ofmechanics, technology, and automation as depicted in FIG. 2A. Tofacilitate the optimized cross-dock management system 200, an optimizeddock 202 may be employed that is two to three times wider and two tothree times shorter than a traditional dock; thus, an optimized dock 202may more closely resemble a square or large rectangle. Designedproperly, an optimized dock 202 may require one-third the number ofdoors as dock 102 without sacrificing capacity. Alternatively, theoptimized dock can 202 be wide enough such that a predetermined number(e.g., 2 to 10, more preferably 3 to 9, most preferably, 5 to 7) of MPs204 can be spaced out per dock door. The distance between dock doors maybe, for example, 12 feet or more. When a MP 204 is removed from atrailer 110 it can be conveyed onto the dock 202.

Further, the use of MPs 204 allows for an entire trailer to be unloadedor loaded and conveyed in less than five minutes, thus increasingefficiency and saving money. MPs 204 may be used to provide optimizedload building and planning via real-time data and sensing technology,such as barcodes (2D or 3D), radio-frequency identification (RFID) tags,three dimensional (3D) imaging, Bluetooth low energy (BLE), magnetics,sensor fusion, global positioning system (GPS) tracking, and the like.Preferably, the MP 204 has a height of 4″ or less.

The MP 204 may have removable side panels, walls, or other retrainingmaterials, such as ropes, nets, and/or rods that contain, or otherwiserestrain, loose pallets or shipment parcels placed thereon. When anenclosed MP 204 is employed (e.g., when walls, panels, or the like areused), the MP's shape is preferably a cube or a rectangular prism, butother shapes are anticipated to meet a specific need or trailer shape,such as a triangular prism or cylinder. A roof panel may also beemployed with an enclosed MP 204, but is not required. To facilitatemovement, the MP 204 may employ a plurality of wheels, castors, or thelike. To facilitate use with a forklift, the MP 204 may comprise cutouts (e.g., a rectangular notch), at the base of each side of theplatform, that are configured to receive fork lift prongs from anydirections. In certain aspects, the movable platform may even be powered(e.g., motorized). In certain aspects, for example, when an open airtrailer is used, the MP 204 may be vertically removed from the trailerusing, for example, a crane or other hoisting apparatus.

A sample MP 204 compatible with the present invention is depicted inFIGS. 3A (side view) and 3B (perspective view). Features of this MP 204is described in more detail in U.S. Provisional Application Ser. Nos.62/414,952, filed Oct. 31, 2016, and 62/414,967, filed Oct. 31, 2016,the entireties of which are hereby incorporated by reference. Hereinwill be described the features of MP 204 that are relevant to thelogistics of the present application. As shown, each MP 204 comprises aplurality of decks 336 which are placed upon vertical posts 338. Theheight of each deck 336 can be adjusted using a conveyance vehicle 114by inserting the tines of the conveyance vehicle 114 into slots 340 andmoving the deck 336 to a different height on posts 338. Each set of fourvertical posts 338 can accommodate one or more decks 336. However, it ispreferably that each set of four posts 338 only accommodates a singledeck 336 for simplicity of operations and to maximize the spaceavailable on MP 204 for freight 112.

If three decks 336 are located on a single MP 204, any freight 112 onthe movable platform can be further identified by a section identifierA-F which identifies a more specific location of the freight 112 on thedeck 336 of MP 204. Further, the left and right sides of MP 204 may beassigned identifiers 342, such as a color or other ID. Additionally,each post 338 on MP 204 may be assigned a readable tag 344. Assigningthis combination of sections A-F, identifiers 342, and tags 344 allows aposition on movable platform 204 or deck 336 to be specified with greataccuracy. For example, a worker executing a move instruction, as will bedescribed later, can be supplied with a section, a post location, and aside which specifies where freight 112 is to be placed on MP 204.Additionally, the additional granularity provided by this additionalidentification information provides the necessary information for AGVs114 to execute move instructions for MPs 204, decks 336, and/or freight112 as will be described later.

For example, section B can be used to identify all freight located ontop of the front most deck 336 above section A and in front of sectionD. Each section A-F specifies a location (front, center, rear) and aheight (ground level or deck) on MP 204. Further, each identifier 342identifies a side of the MP 204 and each tag 344 identifies a specificpost on the MP 204.

As already stated, in some embodiments, the workers 108 may useconveyance vehicles to move the MPs 204 about dock 202. Workers 108 mayalso be supplemented with AGVs 114. Conveyance vehicles 114, AGVs orotherwise, may include a forklift, towing or pushing vehicle, or othermanipulating components, working alone or as a team. Further, eachconveyance vehicle 114 may be supplied with remote control functionalityallowing for local remote control, on dock 202, or centralized remotecontrol, which is performed at a monitoring facility. Remote control maybe useful when moves need to be completed overnight (e.g., to handle alate arrival), allowing a single operator to perform moves from amonitoring facility for multiple terminals 100. This allows terminals100 to be active 24/7 without requiring a worker 108 at each facility.

As will be described in more detail later, instructions from instructiondatabase 410 can be provided directly to the AGV 114 and the movement ofthe AGV 114 about dock 202 may be performed by following markers on (orwires in) the floor, or by other navigation sensor-based means, such asvision, magnets, lasers, GPS, infrared sensors, cameras, RFID array 416,or any other known means. It should be obvious to one of ordinary skillin the art that the conveyance vehicles can be supplemented with orupgraded with future navigation technologies still in development.

In some embodiments, AGVs 114 may also be utilized to move decks 336and/or freight 112 about dock 202 from a first MP 204 to a second MP204. By moving an entire deck 336 and the freight 112 thereon in asingle move, what previously would have taken multiple moves can now beaccomplished in a single move. In an automated system, the sectorinformation about the deck 336, the identifiers 342, and the tags 344,all of which are stored in the cross-dock management system 200, can beutilized to assist in the move.

Preferably, the plurality of MPs 204 are the size of the bed of atypical pup trailer (e.g., 28′ in length, 100″ wide, 100″ tall).However, MPs 204 could also take on the form of other lengths, smalleror larger, as long as they fit inside a trailer 110. For example two MPs13′ in length could be deployed inside a pup trailer as well as threeMPs 8′ in length. Any combination of MP lengths, larger or smaller canbe combined to fit inside a trailer. It would also be implied that thecombination of MPs 204, large or small, can fit inside any sizedtrailer, larger or smaller than 28′. This allows an entire trailer to beunloaded at once by simply removing MP 204 from the trailer 110. Afterthe MP 204 has been removed from a trailer 110, it is conveyed to anassigned space 206 as will be described later. As depicted in FIG. 2A,the spaces 206 are arranged in a grid pattern which provides severaladvantages. First, because an entire trailer 110 can be unloadedquickly, the trailer 110 can quickly be removed from the unloading door104. Thus, many less unloading and loading doors are needed forcross-dock management system 200. Also, MPs 204 which contain decks 336or freight 112 that must be exchanged can be placed in spaces 206 nextto each other which reduces the movement required of each conveyancevehicle 114. And, each MP 204 can be accessed from all four sides whichprovides many more routes which reduces congestion (by providing moremoving paths) and also allows multiple conveyance vehicles 114 to accessthe same MP 204 for simultaneous unloading and loading. MP 204 alsomakes irregular freight 112 easier to handle since it can be loaded ontothe movable platform on dock 202 where there is much more room tomaneuver than in the trailer 110. Further, since a combination ofdifferent types of conveyance vehicles 114 can be utilized, this reducesthe number of workers needed to man each dock 202

FIG. 2B depicts another embodiment of dock 202 in which spaces 206 areangled 30-45° degrees with respect to the spaces 206 depicted in FIG.2A. Some terminals 110 have support posts 208, or other obstacles,spaced at regular intervals. These posts 208 may interfere with the gridof spaces 206 depicted in FIG. 2A. The angled spaces 206 facilitate amore efficient conveyance operation in terminals 100 with posts 208 byallowing the conveyance operator to pull straight through the dock 202to drop off or pick-up the MP 204. This can often be accomplished in onemove. In the prior dock layout of FIG. 2A, parking an MP 204 was likeparallel parking a car because posts 208 and MPs 204 had to be avoided.A conveyance vehicle 114 would require multiple backwards and forwardsmoves to get the MP 204 placed into the space 206.

In FIGS. 2A-2B, the spaces 206 are shown using an outline showing wherean MP 204 can be placed. The outline of spaces 206 may physically appearon the floor, which is needed to allow workers 108 to correctly positionMPs 204. However, in a terminal 100 where all MP moves are carried outby AGVs 114, there is no need for the spaces to be shown on the groundbecause other navigation techniques, to be described later, can beutilized to place the MPs 204 into spaces 206. In this scenario, thefloor of terminal 100 can be reconfigured as needed. For example, if thenumber of MPs 204 on the floor is low, only a portion of terminal 100may need to be used and MPs 204 may be confined to certain sections ofterminal 100. This “sectoring” allows other areas of the terminal 100 tobe utilized for other purposes. For example, a first section of terminal100 can be designated for MPs 104, a second section could be used forstorage, and a third section could be placed off-limits to AGVs 114.This allows the floor-space of terminal 100 to be optimized for dailyusage.

FIG. 4 depicts a system diagram showing the hardware and resourcesemployed by cross-dock management system 200 used to optimize unloadingand loading of trailers 110 and movement of MPs 204, decks 336, andfreight 112 on dock 202. First, input data 402 (e.g., manifests,arrivals) arrives at cross-dock management system 200 via a secureinternet connection 404. Input data 402 provides cross-dock managementsystem 200 with the initial information needed to optimize the loadingand unloading of trailers 110 as well as the conveyance of MPs 204,decks 336, and freight 112 across dock 202. One of ordinary skill in theart would recognize that manifest data may include the number of inboundtrailers 110; number of inbound MPs 204; number of inbound decks 336;freight 112 dimensions and weight; origin and destination of each MP204, deck 336, and piece of freight 112; flags indicating if freight isAGV-compatible; etc.

The received input data 402 is stored in a local warehouse database 406so that it can be utilized by initial setup optimization 408 todetermine optimal instructions for the unloading and loading of MPs 204.Specifically, the initial setup optimization 408 is a series ofalgorithms that utilizes the input data 402 to determine optimalinstructions which minimize loading and unloading time; identify whichfreight 112, decks 336, and MPS 204 require movement and/or no movement;group common destination freight 112, minimize MP 204, deck 336, andfreight 112 movement time; reduce empty carries and moves; prioritizecertain moves based on service and transit service requirements; reducetravel distance; and optimize the number of workers 108 and/or AGVs 114required based upon the number of moves. Any of the instructions canmanually be overridden by a supervisor or other worker 108 by utilizingsupervisor/user interface 436.

Once the instructions are determined, they are stored in instructionsdatabase 410. The instructions are classified into two categories: AGVinstructions and human instructions. This classification can be based onclassification data included in the manifest (e.g., AGV-friendly freight112).

A first set of instructions specifies moves that can be carried outbefore daily shipments arrive such as conveyance, MP 204 placement,and/or any other moves which can be used to prepare dock 202 prior toarrival of trailers 110. These moves could be carried out overnight byAGVs 114 or by remotely controlled conveyance vehicles 114. A second setof instructions specifies where each arriving MP 204 is to be placed andwhat specific freight 112 or decks 336 need to be moved to/from each MP204.

The instructions specify in which space 206 each MP 204 is to beconveyed and what specific freight 112 or decks 336 need to be movedto/from each MP 204. The instructions are provided to each worker on atablet 412 wirelessly connected to the instructions database 410. Tablet412 may be any device having a display that is capable of receivinginstructions from instruction database 410. In a preferred embodiment,tablet 412 is a portable communications device with a touch screen andone or means for user input such as a keyboard, barcode reader, RFIDreader, etc.

FIG. 5 depicts a sample instruction screen 500 that may be shown ontablet 412 providing an instruction to worker 108. As shown, the uppersection 502 of instruction screen 500 indicates the worker's name 504.The upper section 502 may also indicate other actions that can beperformed by worker 108, such as next instruction button 506 whichworker 108 may utilize to skip the currently shown instruction (e.g.,worker detected freight damage). A left section of 508 of instructionscreen 500 indicates a pickup location for the move. In the depictedexample, the worker 108 is instructed to pick up freight from “Bay 2B”which specifies a particular space 206 on dock 202.

The right section 508 provides the destination information for thefreight 112. As shown, the destination information indicates adestination space “Bay 10F.” Further, the right section 510 depicts avisual placement for the freight on movable platform 104 using MPvisualization 512. MP visualization 512 depicts a side view of MP 204showing posts 338 and decks 336 in abstract. Essentially, MPvisualization 512 depicts MP 204 using a similar view to that of FIG. 3Ashowing sections A-F. MP visualization 512 is further provided with acolor to indicate which side (left/right) of MP 204 that freight 112should be placed. MP visualization 512 also indicates which post 338next to which freight 112 is to be placed. Thus, the final destinationfor freight 112 can easily be highlighted on MP visualization 512 byshading 514. MP visualization 512 provides a simple interface whichconveys a great deal of information to worker 108 quickly andefficiently. By viewing MP visualization 512, a worker quickly knowswhich space 206, deck 336, and post 338 at which the freight 112 is tobe placed. It should also be apparent that a similar MP visualization512 can be provided to a worker 108 for picking up freight 110 in leftsection 508.

The instructions sent to tablet 412 may also provide an optimized movingpath (directions). The instructions provided on tablet 412 may also besupplemented by or replaced by augmented reality devices, such as headmounted displays (HMDs). For example, the tablet 412 may displayinstructions screen 500 while a HMD provides turn-by-turn instructionsor augments the dock 202 with a moving path for worker 108.

Also, the instructions may include moves for entire decks 336 and allthe freight thereon if the freight is intended for the same destination.In some embodiments, the instruction may cause the tablet 412 to displayadditional information including shipment origin, priority moves,destination, weight, dimensions, departure time, due date, unloadassignment movable platform dock location and shipment parcel locationwithin the MP 204, and load assignment movable platform dock locationand shipment parcel location.

As each instruction (i.e., move) is performed by a worker 108 or an AGV114, a reader (RFID or barcode) attached to the tablet 412 may be usedto verify each move. For example, before a move is completed, a worker108 first scans the identifier (e.g., barcode, RFID tag) on freight 112or deck 336 and scans the identifier on the MP 204 or deck 336. Then,the worker conveys the freight 112 or deck 336 to its destination andscans the destination MP 204, deck 336, post 338 and/or freight 112 toverify that the move has been completed. For decks 336, the providedinstructions may also include a height of the originating deck 336 andthe height at which the deck 336 is to be moved to on the destinationmovable platform 202. Preferably, the heights at which decks 336 areplaced on posts 338 are uniform on each MP 204 which allows all moves tobe standardized at each dock 202.

After a move, the worker 108 or AGV 114 is then supplied with the nextinstruction, preferably, based upon the previous destination in order toreduce overall travel distance. The next instruction may also be basedon a priority of the instruction. It should be obvious to one ofordinary skill in the art that MPs 204, decks 336, posts 338, andfreight 112 can be labeled with any combination of identifiers such abarcodes, RFID tags, NFC tags, or any other machine readable code.

In some embodiments, each movable platform 204 is equipped with acollision avoidance system 414 which may include a camera, radar sensor,sonar sensor, etc. at a front end (i.e., opposite from the worker) of MP204. The collision avoidance system 414 can connect to the tablet 412 bya suitable wired or wireless connection such as Wi-Fi or Bluetooth. Thecollision avoidance system 414 allows a worker 108 to safely maneuver aMP 204 in and out of trailers 110 and across dock 202. The collisionavoidance system 114 may be provided with a light source to help theworker during the loading or unloading process.

Additional technologies including, but not limited to, temperature andvibration sensors, light sensors to determine if the trailer door isopened, weight sensors, obstacle detection as described in U.S.Provisional Application Ser. No. 62/414,952, filed Oct. 31, 2016, and aGPS or cellular device for tracking may also be equipped on the MP 204.

As freight 112, decks 336, and MPs 204 are being moved around dock 202,it is important to keep track of the location of everything so it doesnot end up at the wrong final destination. Equipping each worker 108with a tablet 412 helps to ensure that each instruction is carried outproperly. However, a worker 108 may still move freight 112 or deck 336without scanning it properly. Thus, the cross-dock management system 200may utilize other sensors as a backup to tablets 412 as will bedescribed with reference again to FIG. 4.

Such systems also enable AGVs 114 to be deployed instead of or inaddition to workers, thus enabling cross-dock management system 200 tobe fully automated, if needed. A first example of such a system that maybe employed by cross-dock management system is RFID array 416 whichpreferably comprises a plurality of RFID readers arranged in a gridabove dock 202. Each of the RFID readers in RFID array 416 is coupled toan RFID server 418 which is capable of real-time tracking of each MP204, post 338, deck 336, piece of freight 112, AGV 114, and/or worker108 located on dock 202. The tracking information from RFID server 418is periodically or constantly provided to a network server 420 which canbe used by real time instruction algorithms 422 to verify that eachinstruction has been carried out properly. If the real time instructionalgorithms 422 detect that any instructions have been carried outimproperly or that MP 204, post 338, deck 336, piece of freight 112, AGV114, and/or worker 108 has moved to an incorrect location, theinstructions database 410 can be corrected in real time to correct anyerrors. Further, if an incorrect or improper move is detected, an alertmay be generated to notify appropriate personnel of the error. Theincorrect moves can also be stored in the local warehouse database 406to determine any trends or for later handling. This information could beused to monitor compliancy or malfunctioning AGVs 114.

The RFID tags used in combination with the present invention can storedata indicative of, for example, shipment origin, destination, weight,cube, groupings, AGV-compliancy, dimensions, number of shipment parcels,due date, etc. or may simply indicate a tracking number. The RFID tagand any associated RFID reader may be configured to work using one ormore RFID technologies, including, without limitation: (1) a PassiveReader Active Tag (PRAT) system; (2) an Active Reader Passive Tag (ARPT)system has an active reader, which transmits interrogator signals andalso receives authentication replies from passive tags; and (3) anActive Reader Active Tag (ARAT) system uses active tags awakened with aninterrogator signal from the active reader. A PRAT system has a passivereader that only receives radio signals from active tags (e.g., batteryoperated, transmit only). The reception range of a PRAT system readercan be adjusted from 1-2,000 feet, allowing flexibility in applicationssuch as asset protection and supervision. A variation of the ARAT systemcould also use a Battery-Assisted Passive (BAP) tag which operates likea passive tag, but has a small battery to power the tag's returnreporting signal. For example, passive ultra-high frequency (UHF) RFIDtags may be used to identify, locate and track items within the dockand/or yard. Suitable UHF RFID tags, and associated RFID readers. WhileRFID is generally described herein, other technologies may be used inaddition to, or in lieu of, RFID to facilitate tracking of the movableplatforms and/or shipment parcel(s), such as near field communication(“NFC”).

Cross-dock management system 200 may also include a video server 424also in communication with network server 422. A first function of videoserver 424 is security which is handled by security module 426.Preferably, video server 424 is capable of receiving video feeds fromeach device on dock 202 equipped with a video camera. For example, dock202 may be equipped with a standard security system found at mostterminals 100 used for monitoring theft and facility access. The videofeeds from one or more of the security cameras in the security systemcould be supplied to video server 424. Other video sources may includevideo feeds from cameras mounted on conveyance vehicles or AGVs 114(e.g., part of collision avoidance system 414). And, as will bediscussed later, video or camera information acquired by dimensionerarray 442 may also be monitored by video server 424.

Security module 426 may monitor all of the aforementioned describedvideo feeds and detect movement to create alerts for security personnel.Further, each time an alert occurs, security module 426 may store thevideo associated with the event in video database 428.

The various described video feeds may also be utilized to provide damageidentification. A comparison damage module 430 may be utilized to detectdamaged freight 112 by comparing each piece of imaged freight 112 toprevious images of the same freight 112 acquired at an earlier point intime (e.g., earlier in the day, at another terminal 110, at pickup,etc.) using a difference algorithm to determine changes in freight 112.If any significant changes are detected in freight 112 (e.g., above acertain change threshold), the comparison damage module 430 generates anexception which triggers a review of the freight 112 by a supervisor orother personnel. As will be described in more detail later, allexceptions are stored and classified in exceptions database 432.

The video feeds may also be monitored by a machine learning damagemodule 434. Machine learning damage module 434 uses machine learning todetect damage in the video feeds. For example, the machine learningdamage module 434 may initially be supplied with various examples offreight damage images. Artificial intelligence can then be utilized tocategorize and generalize the initial input information to determinedamage and generate exceptions. As exceptions are corroborated by humanreview, the AI of machine learning damage module 434 modifies itsbehavior appropriately. Over time, the machine learning damage module434 becomes more sophisticated at detecting damage to freight 112 andwould be capable of detecting damage in hard to image areas, such as onthe top of MP 204 which is out of sight of workers 108. Similarly, ifany damage is detected by machine learning damage module 434, anexception is generated which is stored in exceptions database 432 forfurther review.

The real time instruction algorithms 422 are able to handle anyexceptions or other problems that may occur in real time. For example,the real time instruction algorithms 422 are provided with a supervisoror worker interface 436 which allows a supervisor to prioritize certainMPs 204 or freight 112. If a supervisor receives a telephone call orcommunication indicating that certain freight 112 has been prioritizedor must reach a new and different final destination, the supervisor canuse worker interface 436 to provide this information to cross-dockmanagement system 200. The real time instruction algorithms 422 thencomputes an exception which is stored in exception database 432 andrevised instructions are provided to instruction database 410. In thismanner, the workflow of workers 108 and AGVs 114 on dock 202 is notinterrupted. The workers 108 and AGVs 114 are simply provided new and/orupdated instructions to carry out.

Real time instruction algorithms 422 can also receive input fromexternal real time data 438 such as weather, trailer delays, etc. Forexample, another terminal 100 may inform the cross-dock managementsystem 200 of trailer delays or breakdowns. In another example, the realtime instruction algorithms 422 may be notified of external real timedata 438 including weather events or road closures which will affecteither inbound and/or outbound trailers 110.

Cross-dock management system 200 may also provide output data 440 to ashared network to other terminals 100. In this manner, all of thecross-dock management systems 200 among the various terminals 100 arelinked together. The sharing of output data 440 has many benefits. Forexample, if a certain geographical region has been hit by a naturaldisaster, MPs 204 can be rerouted to different terminals 100 tocircumnavigate the area affected by the natural disaster. Thus, havingmultiple terminals 100 that are geographically distributed can be turnedinto an advantage by allowing the rerouting of trailers 110 in realtime. In some embodiments, new destination instructions can becommunicated to mobile trailers 110 via a wireless communicationinterface such as cellular, radio, etc.

The freight 112 carried on each MP 204 is constrained by the trailer 110that it must fit into. For example, most pup trailers are not allowed toconvey more than 24,000 pounds. And, the width, length, and height areconstraints that the pallets and parcels cannot exceed. Input data 402generally contains the weight of each piece of freight 112. However, inLTL shipping, the dimensions of freight 112 can vary greatly (e.g., longand narrow or cylindrical). Therefore, the cross-dock management system200 may also employ a dimensioner array 442 which monitors thedimensions of each MP 204 to ensure that it does not exceed the interiorsize of the trailer 110. Each space 206 on the dock 202 may be providedwith its own dimensioner or one dimensioner may cover multiple spaces206. Preferably, a dimensioner is an imaging device capable ofmonitoring the boundaries of the MP 204 as well as the height of thedecks 336 and freight 112 placed upon the MP 204. The information fromthe dimensioner array 442 is collected and stored by dimensioner server444. And, as previously described, dimensioner server 444 may provideany video data to video server 424 for further analysis.

The information collected by dimensioner server 444 may be utilized bythe real time instruction algorithms 422 if it is detected that aparticular MP 204 has exceeded acceptable constraints to length, width,and height. If any excess is detected, the real time instructionalgorithms 422 provide new instructions to instructions database 410.Also, the dimensioner server 444 can be used to detect where irregularshaped freight 112 can be placed. For example, certain LTL shipments,such as ladders, could be placed on top of a MP 204 as long as theresulting load does not exceed a predetermined height and/or weightrequirement.

The dimensioner array 442 can also be used to track the length, width,and height of the freight 112 placed on decks 336 to ensure it does notexceed a certain size limit. If it is determined that the size limit isexceeded, the real time instruction algorithms 422 can calculate newinstructions to alleviate any problems.

As with any of the other described systems, such as the RFID server 418,the dimensioner server 444 also generates exceptions if anyirregularities on an MP 104 are discovered. For example, if thedimensioner server 442 detects that the width or length of an MP 204 isirregular, this may indicate that freight 112 is placed incorrectly oris in danger of falling off MP 204 or decks 336.

Dimensioner array 442 may utilize any combination of known or futuretechnologies capable of determining the outer dimensions of an object.For example, dimensioner array 442 may include vision systems such as HDvideo cameras or infrared laser scanners having low tolerances (e.g., ½″or less). The dimensioner array 442 may scan an entire MP 204, a singledeck 336, or individual pieces of freight 112. The dimensioner array 442can provide real time dimension data as freight 112 is conveyed. Eachspace 206 may be outfitted with its own dimensioner. Or, in otherembodiments, a dimensioner may be outfitted on one or more drones whichcan cover multiple spaces 206.

The weight of the freight 112 placed on deck 336 must also be trackedbecause each deck 336 is assigned a weight limit which is constrained bythe amount of weight to be placed on posts 338. The weight of decks 336can be tracked using multiple means. For example, the conveyancevehicles or AGVs 114 used to move decks 336 may be outfitted with weightsensors (e.g., in the tines) that are able to detect the amount ofweight being moved. The real time instruction algorithms 422 can thenutilize this data to verify that an upper weight limit has not beenexceeded for each deck 336 or to calculate new instructions.

Other sensors 446 may also be utilized to monitor MPs 204. For example,each space 206 may be provided with a scale or other weight measuringdevice to ensure that the MP 204 does not exceed a certain weight limit.The weight sensors may also be pressure sensitive to determine if theload on each movable platform is distributed equally or logically (e.g.,to place more weight on the end of MP 204 to prevent possible sag in themiddle). The real time instruction algorithms 422 can use the data fromother sensors 446 (e.g., temperature, humidity) to make any necessarycorrections to instructions database 410. It should be apparent to oneof ordinary skill in the art that sensors may be added or deleted fromcross-dock management system at any time simply by installing orremoving the sensors and adapting the real time instruction algorithms422 appropriately.

Cross-dock management system 200 also incorporates an AGV server 448which is used to aid the navigation of each AGV 114 as well as monitorits real time location and status. For example, the AGV server 448 mayutilize position information gathered by RFID server 418 to determine ifeach AGV 114 is in its correct location on dock 202. The AGV server 448can also be utilized to network all AGVs 114 so that each AGV 114 isaware of all AGV locations in real time. AGV server 448 may also beutilized to calculate the paths required for each AGV 114 to executemove instructions from instructions database 410 and to verify that eachinstruction is correctly performed.

AGV server 448 also incorporates remote control (RC) module 450 whichallows any AGV 114 to be remotely controlled as has already beendescribed. Thus, AGV server 448 provides an interface which allows AGVs114 to be automated and or remotely controlled.

If multiple AGVs 114 are used on dock 202, the real time instructionalgorithms 422 can also take into account the cycling of AGVs 114 thatmust occur. That is, each AGV 114 will eventually need to be recharged,refueled, or be decommissioned for maintenance. In those instances, thereal time instruction algorithms 422 would reallocate moves to new AGVs114 or temporarily assign workers if no additional AGVs 114 areavailable. In this manner, the workflow on the dock 202 is notinterrupted.

The AGVs 114 may each utilize different guidance systems or each AGV 114may utilize one or more different guidance methods in isolation or incombination. For example, the AGVs 114 tasked with moving MPs 204 mayonly need to use a much simpler guidance method such as a combination ofguide tape and natural feature navigation, ceiling tag (or other visualmarker) navigation, infrared sensors, marker grid navigation. Infrarednavigation offers the advantage that it is not interrupted byinterference from visible lights. Passive infrared tags placedthroughout the dock 202 may indicate a specific location on dock 202.AGV navigation can be supplemented by other navigation techniques suchas odometry, active RFID, passive RFID, and/or SLAM (simultaneouslocation and mapping).

AGVs 114 tasked with moving decks 336 or individual pieces of freight112 would require the use of one or more sophisticated guidance methodssuch as laser target navigation, inertial navigation, vision guidance,and/or geoguidance. A properly setup AGV guidance system would allow formultiple improvements within cross-dock management system 200. First, afully (or mostly) automated AGV system would have much less downtimethan one staffed solely by workers 108 because no rest or stops wouldoccur. Further, because the navigation is very precise, the distancebetween spaces 206 could possibly be reduced, allowing even more spaces206 to be placed on dock 202.

The AGVs 114 may also be modular as has already been described. Forexample, each AGV 114 may be outfitted with a video camera to supplementthe video gathered by video server 424. The AGVs 114 may also be able toreceive modular attachments to perform other functions such as cleaning(e.g., vacuum or broom attachment) or placing securement (e.g., shoringbeams).

For illustration purposes, the steps utilized to unload and load MPs 204on a trailer 110 will be described in detail using the flowchart of FIG.6 referencing the docks 202 shown in FIG. 2A or 2B and the variouscomponents of cross-dock management system 200 shown in FIG. 4. First,an inbound trailer 110 containing a MP 204 arrives at the terminal 100in step 602. The trailer 110 is then directed to a particular door instep 604 using instructions retrieved from instructions database 410.The MP 204 is then unloaded from the trailer in step 606 and scanned bya worker using tablet 412. Also, at this point, the RFID array 416 willhave scanned any RFID tags contained on the MP 204 since it is nowlocated on dock 202. If the RFID array 416 identifies an RFID tag ortags that should not be present (e.g., not in the manifest data), anexception is generated so that the correct destination of the freight112 can be determined. This allows misplaced freight 112 to beidentified much earlier during transmission of the cargo.

Using the instructions provided by instructions database 410, the MP 204is then conveyed into its optimized space 206 on dock 202 in step 608.The worker 108 verifies that the MP 204 has been properly moved byscanning an identifier associated with the optimized space 206 alongwith any of the identifiers provided on MP 204 in step 610.Alternatively, or in addition, the RFID array 416 or other sensors 446may also be utilized to verify that the MP 204 is in the optimized space206.

Any securement, such as shoring beams or cargo straps, are then removedfrom MP 204 in step 612. Step 612 can be performed manually by workers108 or by an AGV 114 as has already been described. After it is verifiedthat all securement has been removed in step 614, the unloading/loadingof MP 204 commences.

At this point, workers 108 are provided with the worker instructions andAGVs 114 are provided with AGV instructions from instructions database410 in step 616. For each MP 204, the workers 108 and AGVs 114 carry outall assigned moves for the MP 204 in step 618. The specifics of step 618as to how specific instructions, such as deck or freight movements, arecarried out by AGVs 114 will be described with reference to FIGS. 7A,7B, and 8 later.

The instructions carried out by the workers 108 and AGVs 114 in step 618can be classified as either a freight move (moving a single parcel orpallet) or a deck instruction (moving decks 336). Deck instructions areadvantageous because what previously would have taken several freightmoves can now be accomplished in a single deck move. Also, because thefreight on the deck 336 is not touched, there is far less likelihoodthat the freight on deck 336 will become damaged during a deck move.With decks 336, it is possible that freight placed thereon is onlyhandled individually at the origin and destination docks 202.

After all instructions for MP 204 have been carried out, securement mustbe placed in step 620 (either manually or using an AGV). After thecross-dock management system 200 is notified that the securement hasbeen placed in 622, an alert is generated to notify the supervisor (orsimilar personnel) that the MP 204 is ready to be inspected. In step624, a supervisor verifies that MP 204 meets all specifications and thatsecurement has been placed properly. For example, the supervisor maycheck to see if any freight 112 has been damaged.

Next, using instructions retrieved from instructions database 410,secured MP 204 is conveyed to a particular door to a waiting, emptytrailer 110 in step 626. It should be noted that since a MP 204 can bequickly unloaded and unloaded as has been described, the empty trailer110 does not have to wait at dock 202 and instead can wait in a yard.Then, when the MP 204 is ready to be loaded (e.g., after steps 624 or626), the correct trailer 110 in the yard can be notified and assigned adoor to drive to for loading. Thus, it should be apparent that thisprovides a significant advantage over traditional LTL methods at whichtrailers generally have to stay at the door for long periods while theyare unloaded or loaded. The cross-dock management system 200 of thepresent invention only requires the presence of trailers 100 at doors ifa MP 204 is being unloaded or loaded.

Before MP 204 is loaded into trailer 410, a worker scans an identifierassociated with MP 204 along with an identifier associated with thetrailer 110 or door in step 628. This process can also be automatedusing RFID array 416. Step 628 associates the outbound MP 204 with aparticular trailer and creates new manifest data that can be provided tothe next terminal 100.

The MP 204 is then loaded onto the trailer 110 in step 630 and thetrailer 110 departs in step 432. Steps 602-632 are repeated for eachinbound MP 104 on dock 202.

The steps utilized for moving decks 336 with a pair of AGVs 114 in adeck instruction will be described with reference to FIG. 7A. It isfirst determined in step 702 if all freight on a particular deck 336 isdestined for the same outbound MP 204 or storage area (to be describedlater). If the determination is positive, the beginning of the move ofdeck 336 is started in step 704. The AGVs 114 utilized to move deck 336in this described method are pairs of AGVs 114 which engage the sides ofdecks 336 in unison as will now be described. First, the AGV team isinitiated and moves into position on the sides of deck 336 which is tobe moved in step 704 in accordance with the provided deck instruction.Each AGV 114 then positions itself to the level of the deck 336 to bemoved in step 706. As has been explained, the height of each deck 336 oneach MP 204 is known (e.g., from the manifest data or other calculatedinstructions) and this information is provided in the deck instruction.Each AGV 114 then engages deck 336 on each side in step 708. If deck 336does not include slots 340, other gripping means may be utilized for theAGV 114 to attach to deck 336 (e.g., deck 336 can be lifted frombeneath).

Each AGV then lifts deck 336 above posts 338 in step 710. Deck 336 islongitudinally conveyed to the end of MP 204 in step 712. At this point,deck 336 is lowered to travel height by the AGVs 114 (e.g., to preventtoppling) in step 714. The supplied deck instruction includes adestination for the deck 336. As previously mentioned, the deck 336 maybe conveyed to (a) another MP 204 or (b) a storage area as shown indecision step 716. If the destination is another MP 204, deck 336 isconveyed to the appropriate end of a destination MP 204 in step 718. TheAGVs 114 then raise deck 336 to the appropriate height for placement instep 720 and then lower deck 336 onto posts 338 in step 722. Deck 336 isthen released in step 724 at which point the AGVs 114 are available forthe next move. Alternatively, if the destination for the deck 336 is astorage area after step 716, the AGVs 114 convey the deck 336 to thestorage area in step 726.

The steps utilized for moving decks 336 with a single AGV 114 having apair of forklift tines will now be described with reference to FIG. 7B.It is first determined in step 750 if all freight on a particular deck336 is destined for the same outbound MP 204 or storage area. If thedetermination is positive, the beginning of the move of deck 336 isstarted in step 752. First, the AGV 114 is initiated and moves intoposition at deck 336 which is to be moved in step 754 in accordance withthe provided deck instruction. The AGV 114 then positions itself to thelevel of the deck 336 to be moved in step 756 and raises its tines instep 756. As has been explained, the height of each deck 336 on each MP204 is known (e.g., from the manifest data or other calculatedinstructions) and this information is provided in the deck instruction.The AGV 114 then slots 340 in deck 336 and lifts deck 336 in step 758.

AGV 114 reverses direction until deck 336 clears posts 338 in step 760.At this point, deck 336 is lowered to travel height by the AGV 114(e.g., to prevent toppling) in step 762. The supplied deck instructionincludes a destination for the deck 336. As previously mentioned, thedeck 336 may be conveyed to (a) another MP 204 or (b) a storage area asshown in decision step 764. If the destination is another MP 204, deck336 is conveyed to the appropriate location of a destination MP 204 instep 766. The AGV 114 then raises deck 336 to the appropriate height forplacement in step 768 and then lower deck 336 onto posts 338 in step770. Deck 336 is then released in step 772 at which point the AGV 114 isavailable for the next move. Alternatively, if the destination for thedeck 336 is a storage area after step 764, the AGV 114 conveys the deck336 to the storage area in step 774.

Referring now to FIG. 8, described is a process that occurs when theinitial setup optimization 408 determines that a plurality of decks 336can be more optimally rearranged to direct freight 112 to its properdestination. For example, the initial setup optimization 408 maydetermine, based on the manifest data, that the freight on one or moredecks 336 can be more optimally rearranged to increase the capacityutilization of trailers 110. This process may only occur if the initialsetup optimization 408 determines that a predetermined number of decks336 can be rearranged, thus making rearranging freight 112 worthwhile.

First, workers 108 or AGVs 114 are utilized to move the decks 336 to berearranged to a freight area in step 802. The rearranging is preferablydone in a separate area of the dock 202 away from spaces 206 because ofthe more cautious moves required when moving freight 112. After all thedecks 336 have been placed in the freight area, the freight 112 on decks336 is rearranged according to instructions calculated by initial setupoptimization 408 in step 804. Next, in order to make use of any leftoverspace on decks 336, freight 112 from the storage area may be moved toempty spaces on decks 336 in step 806. The decks 336 can then be placedon MPs 204 in step 808.

It is contemplated that one or more different types of AGVs 114 may beutilized in combination with the present invention. For example, a firsttype of AGV 114 may be utilized to move MPs 204 in/out of trailers 110and onto dock 202. These AGVs 114 may require simpler construction thanothers because they only need to hook onto MPs 204 and move them arounddock 202.

A second type of AGV 114 may be utilized to execute deck instructionsor, in certain environments, single freight instructions as describedwith reference to FIG. 8. With regards to moving decks 336, this secondtype of AGV 114 could operate alone or in pairs to move decks 336 aboutdock 202 as has been described in FIGS. 7A and 7B. If in pairs, a firstAGV 114 may act as a master AGV and be in communication with cross-dockmanagement system 200 to receive instructions and carry out orders. Thesecond AGV 114 would be controlled by the master AGV and function as aslave AGV. The slave AGV would be less costly as it would not requireall of the features and communication equipment of the master AGV.

A third type of AGV 114 could be utilized to execute single freightinstructions, primarily (moving of single freight 112 from a first MP204 to a second MP 204). Since these AGVs 114 would only be responsiblefor moving smaller freight 112 (less than a full deck 336), they wouldbe less expensive to produce and maintain. They would also require amuch smaller footprint than the first or second type of AGV 114described above. It should be obvious that the less space that is takenup by AGVs 114 on the dock 202, there is less potential for collisionsand other mishaps. As an example, these AGVs 114 may simply have aweight bearing platform with automated rollers on top. The AGVs 114could use a centralized system of rollers to pick up and drop offfreight 112. Such AGVs 114 may be useful for long haul movements such asmoving freight from dock 202 to a storage area and vice versa.

However, it is also possible for a single type of AGV 114 to execute allof the moves required by the present invention. Such an AGV maypotentially be more costly, but maintenance and other costs could bekept to a minimum because different systems/sets of AGVs 114 would nothave to be maintained across multiple docks 202.

Each deck instruction contains the location of the source deck 336 and alocation of the destination MP 202. Further, the deck instruction alsoincludes the height at which the source deck is located. As alreadystated, the heights at which decks 336 are placed on posts 338 arepreferably standardized. Therefore, each deck height can be assigned aunique identifier (1−x), similar to the section identifiers. Thus, thesections A-F and the differing deck placement heights can all bestandardized by using a combination of a section identifier and a heightidentifier on each MP 204. An example deck instruction would be asfollows: ORIGIN: [MP identifier, section identifier, heightidentified]-DESTINATION[MP identifier, section identifier, heightidentifier]. Such a deck instruction includes all necessary informationto move a deck 336 from an origin to a destination.

Freight instructions may also be structured in a similar manner.However, more information may be needed in a freight instruction forboth the origin and the destination. Similar to deck instructions,freight instructions may utilize a similar structure. A freightinstruction may additionally include a quadrant location (usingidentifiers 342 and/or tags 344) location for further specificity. Thatis, the more information that can be provided to the cross-dockmanagement system 200 about the particulars of the dock 202 and theparticulars of moves, the more that can be automated.

As has already been described, the initial setup optimization 408 isable to divide instructions into worker instructions and AGVinstructions using a variety of criteria. For example, because deck/MPinstructions are simpler and MPs 204 and decks 336 are fairly large andstandardized, only those moves may be automated while the other movesmay be carried out by workers 108. Any combination of automation/manualmoves are compatible with the present invention because the instructionsare the same regardless. The only difference is the receiver of theinstruction (worker 108 or AGV 114) and these instructions be reroutedon the fly by the real time instruction algorithms 422.

As another example, AGV server 448 may keep track of how many moves eachAGV 114 has executed. If it is determined that a particular AGV 114 hasbeen overburdened, this information may be supplied to real timeinstruction algorithms 422 so that the moves among AGVs 114 aredistributed more evenly. This would allow the work load assigned to eachAGV 114 to be balanced which would lead to less breakdowns andmaintenance.

In some embodiment, individual pieces of freight may also be assignedunique identifiers to note special properties or allow them to be movedusing an AGV. For example, some freight may be marked as delicate.Delicate freight is preferably manually loaded onto a deck 336 or a MP204. For example, if freight is marked as delicate and there is enoughdelicate freight to fill a deck 336, the deck 336 may be loaded manuallyfirst and then an AGV 114 could be used to move the loaded deck 336 intoa final position. It is a particular strength of the present inventionthat it can handle interruptions and automatically reroute the workflowaround dock 202 to handle those interruptions (such as the neededloading of a manual deck 336). Also, since the system of the presentinvention knows the inbound manifest data, which would also include suchfreight indicators, the other instructions could be optimized tominimize the impact to workflow while the delicate freight (or otherawkward freight) is being loaded manually.

The storage facility in which decks 336 are placed may take many forms.If there is a requirement for only occasional storage of decks 336(e.g., delayed schedule or delivery, etc.), the storage area may simplybe a portion of dock 202 having assigned spaces for decks 336. Thecross-dock management system 200 would simply log the location of eachplaced deck 336, similar to the MPs 204, so that it could be recalledwhen needed. However, if a great number of decks 336 need to be stored,a rack system could be utilized in which a number of racks (e.g.,composed of four posts 338) could be arranged on dock 202 or at adifferent location. Each rack would be assigned an identifier and theheight that each deck is stored at would be noted by cross-dockmanagement system for later recall of the deck. A rack system maximizesfloor space. In particular, the racks could be placed against the wallsof the dock 202 to minimize the floor space taken up.

Still, in another embodiment, the storage facility may be an entirelyseparate and automated facility if multiple decks 336 are to be storedlong term. Such a facility would be useful, for example, for individualstraveling abroad that need to store items for long periods of time. Suchindividuals could be rented storage space in various sizes (an entiremovable platform, a single deck, or combinations thereof) and thosecould be stored/retrieved at any time.

FIG. 9 depicts a flowchart showing the steps utilized by initial setupoptimization 408 to calculate instructions from input data 402. First,in step 902, the input data 402 is received and stored in localwarehouse database 406. Based on the received manifests in input data402, all outbound load points are identified by initial setupoptimization 408 in step 904. Using this information, the number of MPs204 for each load point can be determined in step 906. For example, aninbound MP 204 may have freight 112 or decks 336 which need to betransferred to three different destinations and would require at leasttwo additional MPs 204 (i.e., because the inbound MP 204 is reused as anoutbound MP 204 once it has been unloaded/reloaded).

Next, for each inbound MP 204, the initial setup optimization determineswhich freight 112 or decks 336 need to be handled in step 908. Forexample, if the majority of pieces on a MP 204 are intended for the sameterminal 100, only a few select pieces need to be removed/loaded ontothe MP 204 until it is ready to be loaded onto a waiting trailer 110.This can significantly speed up the loading/loading process over theconventional LIFO process. Similarly, if all of the freight 112 locatedon a deck 336 is intended for the same destination, only a single deckinstruction needs to be calculated. If additional MPs 204 are needed,the initial setup optimization 408 adds additional MP movements to theinstructions in step 910. Also, has already been described, additionalMPs 204 can be placed overnight by AGVs 114 before any trailers 110arrive.

If decks 336 and freight 112 are capable of being moved on dock 202, theinitial setup optimization 408 will use a bin stacking algorithm todetermine an optimal height at which each deck and/or freight 112 is tobe placed during a deck or freight instruction. The initial setupoptimization 408 calculates the deck instruction using the weight aswell as the known dimensions (l×w×h) of each deck 336. As already noted,the real time instruction algorithms 322 can correct any wronginstructions which have been calculated during the initial setupoptimization.

Based upon a plurality of criteria (weight, number of parcels, number ofinbound/outbound MPs 204, number of pieces to be handled), the initialsetup optimization 408 determines an optimized space 206 for each MP 204on dock 202 in step 912. The initial setup optimization 408 alsodetermines the number of workers 108 and/or AGVs 114 required tocomplete all necessary moves in step 914. This step avoids having toomany or too few workers 108 or AGVs 114 located on dock 102.

Based upon the number of assigned workers 108 and AGVs 114 (step 914)and the number of pieces to be handled (step 908), the initial setupoptimization 408 determines all piece level moves for the workers 108and AGVs 114 (freight instructions and deck instructions) in step 916.The instructions are then stored in instructions database 410 in step918. Step 902-918 are repeated daily for each set of input data 402 thatis received by cross-dock management system 200.

In LTL shipping, shippers may desire to ship anywhere from a singlepiece of freight to an entire trailer, or anything in between.Therefore, for each shipper and pickup, it may be important to note andclassify the shipments being picked up or dropped off at each facility.Further, this information will later be compiled into manifest dataprovided to each terminal 100 (and later used to calculate instructionsand to route freight). Therefore, the more that is known about freightat the origin, the better the various cross-dock systems can manage thefreight through the hub and spoke terminals 100. The followingclassifications of freight provided by a shipper at an original arepossible:

A) Loose freight

B) Full deck with freight for (a) single destination or (b) multipledestination

C) Full MP with freight for (a) single destination or (b) multipledestinations

D) Multiple MPs with freight for (a) single destination or (b) multipledestination

By classifying the pickups into these different categories, the origindock 202 can better ascertain what equipment will be needed to conductthe first leg of the shipment (i.e., number of movable platforms needed,number of trailers needed). Further, classifying the information atpickup allows the freight 112 to be tagged at the earliest possiblelocation (i.e., at pickup) and greatly reduces the possibility thatfreight 112 will be mislabeled or end up at the wrong terminal 100. Forexample, if it is noted early on that a MP 204 has freight intended fora single destination, the cross-dock management system 200 can routethis MP 204 without having to calculate any deck instructions or freightinstructions, thus reducing the complexity of the instructioncalculations. Similarly, for decks 336 having freight for a singledestination, only deck instructions have to be calculated.

FIG. 10 depicts terminal 100 of FIG. 1 adapted for use with MPs 204. Insome instances, it may not be feasible for an LTL shipper to modify thelayout of dock 102. However, dock 102 can be made to be compatible withMPs 204 using the dock configuration shown in FIG. 10. As shown, MPs 204are placed at every other door 902 to allow access to three sides of MP204 both on the inbound doors 104 and outbound doors 106. This creates acentral aisle 904 which allows for easy movement of MPs 204 and freight112. It should be apparent to one of ordinary skill in the art thatinitial setup optimization 408 and real time instruction algorithms 422can be adapted to work with the dock configuration shown in FIG. 10.

FIG. 11 depicts a shared dock 1102 which is share between independentcarriers located in the same geographical region that have a partnershipfor the purposes of sharing data. In such cases, predictive analyticscan optimize loads by combining partner carrier freight (e.g., shipmentparcels) onto the same MP 204, further reducing truck schedules andcost. As shown, a first side 1104 of dock 1102 is occupied by a firstcarrier and a second side 1106 of dock 1102 is occupied by a secondcarrier. First side 1104 and second side 1106 may be split equally oraccording to the terms of a partnership agreement. Information about MPs204 and RFID tags can be made available from the first side 1104 to thesecond side 1106, and vice versa. However, each side 1104 and 1106 ispreferably controlled by its own cross-dock management system 200 toprovide data confidentiality. The two cross-dock management systems 200may be linked in order to share limited data. As an example, thecross-dock management system 200 associated with first side 1104 maydetermine that it is more economically feasible to have the second side1106 deliver certain parcels. The second side 1106 may agree or disagreeto each request from first side 1104.

FIG. 12 depicts a flowchart showing the collaboration between twocross-dock management systems 200 which share dock 1002. The cross-dockmanagement system 200 associated with first side 1104 is cross-dockmanagement system A and the cross-dock management system 200 associatedwith first side 1104 is cross-dock management system B. Cross-dockmanagement systems A and B each feed collaboration data intocollaboration heuristic model 1202. Collaboration data may includeinformation such as the number of available spaces on MPs 204, thedestinations of all MPs 204, manifest data about any overflow freight112 (i.e., a parcel which would require an extra shipment or does notfit within available MPs 204), etc. The collaboration heuristic model1202 compares the collaboration data from cross-dock management systemsA and B and determines options 1204 for carrier A and options 1206 forcarrier B. Carrier A and Carrier B can agree/disagree to each option orcross-dock management systems A and B may be programmed to automaticallyaccept/deny certain options in step 1208. Any options that agreed uponwill be updated in the instructions database 410 as computed by realtime instruction algorithms 422 in step 1210.

The above-cited patents and patent publications are hereby incorporatedby reference in their entirety. Although various embodiments have beendescribed with reference to a particular arrangement of parts, features,and the like, these are not intended to exhaust all possiblearrangements or features, and indeed many other embodiments,modifications, and variations will be ascertainable to those of skill inthe art. Thus, it is to be understood that the invention may thereforebe practiced otherwise than as specifically described above.

While the present invention has been described with respect to what ispresently considered to be the preferred embodiments, it is to beunderstood that the invention is not limited to the disclosedembodiments. To the contrary, the invention is intended to cover variousmodifications and equivalent arrangements included within the spirit andscope of the appended claims. The scope of the following claims is to beaccorded the broadest interpretation so as to encompass all suchmodifications and equivalent structures and functions.

The invention claimed is:
 1. A cross-dock management method comprising:receiving manifest data classifying a plurality of inbound movableplatforms, a plurality of inbound modular decks, and a plurality ofinbound pieces of freight as AGV-compatible (automated guidedvehicle-compatible) or AGV-incompatible; determining a plurality ofordered move instructions for moving the inbound movable platforms, theinbound modular decks, and the inbound freight based upon the manifestdata, wherein a first subset of the ordered move instructions areassigned to and performed by AGVs, and wherein a second subset of theordered move instructions are assigned to and performed by the manuallyoperated conveyance vehicles; receiving, at a cross-dock, an inboundtrailer comprising an inbound movable platform from the plurality ofinbound movable platforms; conveying the inbound movable platform to aseparated space on the cross-dock based on the ordered moveinstructions, wherein an area of the movable platform is substantiallyequivalent to an area of the separated space; executing all ordered moveinstructions for the inbound movable platform from the first subset ofthe ordered move instructions and the second subset of the ordered moveinstructions; and conveying the inbound movable platform to an outboundtrailer for transport.
 2. The cross-dock management method according toclaim 1, further comprising: storing real-time location information ofthe conveyance vehicles monitored by a RFID array on the cross-dock,wherein the AGVs utilize the real-time location information forcollision avoidance.
 3. The cross-dock management method according toclaim 1, wherein each of the plurality of conveyance vehicles comprisesa remote control unit, and wherein the remote control unit is configuredto allow a remote user or a remote control server to control each of theplurality of conveyance vehicles.
 4. The cross-dock management methodaccording to claim 1, wherein all ordered move instructions for theplurality of inbound movable platforms, the plurality of inbound modulardecks, and the plurality of inbound pieces of freight classified asAGV-compatible are included in the first subset of the ordered moveinstructions.
 5. The cross-dock management method according to claim 4,wherein all ordered move instructions for the plurality of inboundmovable platforms, the plurality of inbound modular decks, and theplurality of inbound pieces of freight classified as AGV-incompatibleare included in the second subset of the ordered move instructions. 6.The cross-dock management method according to claim 1, wherein eachordered move instruction includes origin information and destinationinformation, wherein the destination information includes a movableplatform location, a side of the movable platform location, a verticalpost location, and a height location.
 7. The cross-dock managementmethod according to claim 6, wherein the second subset of the orderedmove instructions are displayed to a worker using a tablet incommunication with a manually operated conveyance vehicle operated bythe worker.
 8. The cross-dock management method according to claim 7,wherein each ordered move instruction is displayed using a visualizationon a display of the tablet.
 9. The cross-dock management methodaccording to claim 8, wherein, for a freight instruction, thevisualization includes a visual representation of a movable platformindicating a destination location of freight on a destination movableplatform.
 10. The cross-dock management method according to claim 1,wherein each of the plurality of conveyance vehicles comprises one ormore video cameras.
 11. The cross-dock management method according toclaim 10, further comprising: monitoring video feeds from one or morevideo cameras on each of the plurality of conveyance vehicles fordamaged freight or misplaced freight, and if any damaged freight ormisplaced freight is detected, transmitting an exception to a real timeinstruction server.
 12. The cross-dock management method according toclaim 11, wherein the real time instruction server utilizes exceptionsto calculate a new set of ordered instructions for handling the damagedfreight or the misplaced freight.
 13. The cross-dock management methodaccording to claim 12, wherein the new set of ordered instructions areadded to the second subset of ordered move instructions.
 14. Thecross-dock management method according to claim 1, wherein the orderedmove instructions are divided into movable platform instructions,modular deck instructions, and piece of freight instructions.
 15. Thecross-dock management method according to claim 14, wherein all movableplatform instructions are included in the first subset of the orderedmove instructions.
 16. The cross-dock management method according toclaim 14, wherein all modular deck instructions are included in thefirst subset of the ordered move instructions.
 17. The cross-dockmanagement method according to claim 16, wherein all pieces of freightinstructions are included in the second subset of the ordered moveinstructions.